Underframe for railway-cars.



W. P. BETTENDORF, DECD. 1. w. BETTENDoRF. ADMINISTRATOR. UNDERFRAME FOR RAILWAY CARS. APPLICATION FILED No v.'2z. 1914.

1,178,486. Patented Apr. 11, 1916.

2 SHEETSTSHEET I.

` @k/fo They W. P. BETTENDORF, DECD. I. w. BETTENDoRF, ADMINISTRATOR. UNDERFRAIVIE FOR RAILWAY CARS. APPLICATION FILED Nov. 21. I9I4.

Pafe'nfed Apr. 1I, 1916.

2 SHEETS--SHEET 2.

/n /enfforf iatsgase.

WILLIAM P. BETTENDORF, DECEASED, LATE OF BETTENDORF, IOWA, BY JOSEPH W. BETTENDORF, ADMINISTRATOR, OF BETTENDORF, IOWA.

UNDERFRAIVIE FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented Apr. if, 15H6.

Application led November 27, 1914. Serial No. 874,285.

I To all whom z''mag/ concern B e it known that WILLIAM P. BETTEN- DoRF, deceased, .formerly a citizen of the United States of America and resident of Bettendorf, Scott county, Iowa, has invented a certain new and useful Improvement in Underframes for Railway-Cars, of which the following is a specification.

rThis invention `relates to improvements in underframes for railway cars and while it is herein shown as directed specifically to that type of underframes usually employed -in the construction of mail, baggage and passenger cars, linvolving the use of double body bolsters and six wheel trucks, it is, in its most salient feature, as readily adapted for use in connection with ordinary freight car underframes. v

The" principal object of this invention is to simplify and greately strengthen the under- A frame by the adaptation of structural shapes throughout, associating the various members of the structure in a manner to insure a maximum load carrying and shock absorbing capacitywith a minimum weight and number of component parts.

' As illustrated in a former Patent ;l.,+.909360l the peculiar association of the continuous, unbroken longitudinal and transverse members resulted in a structure unusually light,

- exceedingly strong and with a greatly reduced number of parts. Maintaining the longitudinal and transverse members as continuous, unbroken elements, )was made pos sible by passing the bolsters an'd cross bear-l ers through the web of the center sill. Un# usual strength andlight Weight became possible by concentrating`the load on the center sill and to cause this member to function as the chief means of absorbing the shocks of pulling and buiiing strains. In underframes of this design the side sills are invariably of very light section, incapable of themselves to support such if any of the load., but functioning more as a fastening means in securing the superstructure to the underframe, and are usually supported by andcarried on top of the ends of the cross bearers. In a construction of this character, one highly advantageous situation develops, in that an injured cross bearer can be readily removed and replaced wthout disturbing orinjuring any of the longitudinal members; but, in linderframes wherein the side sills function, in conjunction with the center sills, as load bearers or bolsters can be easily and quickly removed and replaced without regard to the ldepth of section of the longitudinal memers. l

Yet another object is to provide a support for the superstructure between and directly on the cross bearers on the outside of the side sills` whereby lateral movement of the car body on the underframe is successfully resisted. This is accomplished by passingl the ends of 'the cross bearers through the web` of the side sills and resting the floor nailing stringers, which eXtend outside of and parallel with the side sills, on these protruding ends. By interlocking and thoroughly securing the longitudinal and trans-- verse members together in this manner, the

.imposed load is distributed throughout the inafter more fully appear are accomplished by the mechanism illustrated in the accompanying drawings in Which- Figure 1 is a plan view of a portion of one end of an underframe embodying thel invention.` As both ends of the underframe are alike it was deemed sufficient to only show that portion of .one end extending bevond the first cross bearer of which there may be a varying number from two to eight yor more.,n The yfloor stringers are shown on one half only of thel underframe, longitudinally. It is to be understood that the other half of the underframe is similarlyequipped. Fig. 2 is a longitudinal cross sectional view taken online 2 2 of Fig. 1. Fig. 3 is a transverse sectional view taken on line 3 3 of Fig. 1. Fig. 4f is a similar view taken on line l 4 of Fig. 1. Fig. 5 is a view similar to Fig. 3, showing the application of the invention to a center sill consisting of a single member.

Similar reference numerals refer to similar parts throughout the several views.

As shown in the drawings the underfranie consists of the rolled I beam center sills 2 which may be made to extend from end sill to end sill but which are here shown as terminating inside of the first body bolster. lWhile one end only of the underframe is here shown it is to be understood that both ends are of exact construction.

Spliced to the ends of the center sills are the rolled channel draft arms 3 which extend to and are secured to the end sills Ll. rl`he rolled channel side sills 5 extend from end sill to end sill and have their upper surface lying in the same plane as the upper surface of the center sill. rlhe double body bolsters 6 6 which may be made of eye beams or. other flanged beams extend continuouslv and unbrokenly from points outside of and beyond each side sill, through suitable openings provided in the web of the side sills and center sills. The crossbearers 7 which may also be made of rolled eye beams, also extend from points outside of and beyond the side sills through suitable openings provided in the web of the side sills and center sills. These cross bearers can be of any number required as determined by the length of the underframe and nature of service to which it is to be put. These cross bearers and bolsters may be securely tied to the center sills by the gusset or bracket castings 8, in a manner similar to that shown in a former Patent No. 1061351. Similar fastening means can be employed in securing the ends of these members to the side sills, as at 9. These gussets 9 may be positionedinside or outside of the side sills to better meet the contingencies presented by the particular type of superstructure to be erected 0n the underframe. By this thorough tying together of the parts, the underframe resists strains and stresses as a unit. rlhe coperation of the continuous, unbroken, longitudinal and transverse members effect an equal distribution of the imposed load over the ent-ire underframe area.

The floor nailing stringers 10 which extend longitudinally of the underframe from end to end may be of a number and located relative to the cross bearers as may be demanded by the duty to be eXacted of the underframe and the type of superstructure to be imposed. Additional floor stringers 11 are positioned outside of the side sills invase@ and rested upon the protruding ends of the cross bearers and may be secured to both the side sillsand cross bearers. ln thus providing a support for the superstructure at points between and outside of the side sills` the superstructure is positively prevented from shifting sidewise on the underframe.

The double body bolsters are herein shown as made of I section and are caused to extend from a point outside of the side sills through suitable openings in the web of the renter sills and side sills. rl`he combined king pin holder and center bearing 12 is secured to the draft arms between the body bolsters. c

ln past construction. wherein continuous cross bearers were employed passing through and secured to the web of the center sills, it was the usual practice to raise the side sills above the plane of the cross-bearers, to make possible the removal and replacement of those members whenever injured. ln underframes wherein the load is concentrated on the center sill and this member became the chief load carrying and shock absorbing member. small, light, side sills could be used and so positioned relative to the ends of the cross bearers as not to interfere With their ready removal and replacement, but in under-frames wherein the side sills function equally with the center sill as load carriers and shock absorbers they are usually made of the same depth of section and located in the same plane, causing the ends of the transverse members to engage these side sills at about the center of their vertical section, and if these cross bearers are continuous. unbroken members, they cannot be removed or replaced without first removing the side sills entailing great expense and loss of time. but when, as herein shown. it is possible to withdraw and replace injured transverse members through openings provided in the side sills, repairs are effected cheaply and quickly and the car returned to service promptly.

l claim- 1. ln an underframe for railway cars. side sills, double body-bolsters comprising integral, one piece body-bolster members spaced apart and extending from side sill to side sill near each end of the car, longitudinally extending center sills terminating adjacent said bolster members, spaced draft sills secured to the ends of said center sills and provided with alined apertures for the passage 0f said body bolster members therethrough.

2.lnan underframe for cars, side sills,

integral, one piece double body bolster members extending continuously from side sill to side sill, center sills terminating adjacent said bolster members. draft sills secured to the ends of center sills and provided with alined apertures for the passage therethrough of said bolster members, and center bearing members secured to said draft sills mediate said double bod bolster members.

3. In an underframe or cars, side sills, integral, one piece double body bolster members of constant section extending continuously from side sill to side sill near each end' of the car, a center sill disposed wholly between said holsters, draft sills secured to the ends of said center sill, provided with alined openings for the passage therethrough of said bolster members, and center bearing members secured to said draft sills mediate the bolster members of each set.

4. In an underframe for cars, side sills extending from end to end of the car, double body bolsters near each end of the car consisting of a 'pair of parallel integral, one piece transversely extending members, and a pair of parallel longitudinally extending draft sills provided with apertures for the passage therethrough of the said transversely extending members, a center bearing member secured to said draft sills between said parallel transverse members, and a center sill connecting said double body holsters. 5. In an under-frame for cars, side sills,

double body bolster members extendingn ter bearing member between said bolster members secured to the web plate and outwardly extending flanges of said draft sills. Signed by me at Bettendorf, Scott county5 Iowa, this 24th day of November, 1914. JOSEPH W. BETTENDORF, Administrator of the estate of William'P. v

Bettemlorf, deceased. Witnesses: C. J.- W. CLASEN, HENRY BELLINGHAUBEN. 

